Power transmission



April 17, 1945.

V. E. MATULAITIS POWER TRANSMI SSION Filed May 17, 1943 3 Sheets-Sheet 1/l TTORNE 7.5.

April 1945- I v. E. MATULAlTlS 2,373,903

POWER TRANSMISSION 3 Sheets-Sheet 2 Filed May 17, 1943 V I /V I:

I INVENTOR. z cz ar .ZffiYkZzzZaz'iZs.

HTTORNEYS April 17, 1945. v. E. MATULAlTlS POWER TRANSMISSION 3Sheets-Sheet 3 Filed May 17, 1943 Z'Mialaz'ills.

g llllhhml 1| Patented Apr. 17, 1945 UNITED STATES PATENT OFFICE i,373,903 1 Victor E. Matulaitls, new, men, mmr to Chrysler Corporation,Highland Park, Mich a corporation of Delaware Application May 17, 194:,Serial No. 437,251

Claims. ((174-472) This invention relates to motor'vehicles and refersmore particularly to power transmission and control mechanism therefor.

My invention has particular reference to transmission systems in whichthe engine ignition is momentarily interrupted in order to unloadpositively engageable drive control elements so as to facilitatedisengagement of such elements. One example of such a transmission isdescribed and claimed in the copending application of Carl A. Neracheret 2.1., Serial No. 335,310, filed May 15, 1940. In such transmissionsystems, the engine ignition sometimes is grounded beyond the desiredmomentary period either as a characteristic of the transmission controlmechanism, because of failure of the mechanism to properly function, orfor other reasons. when the ignition system is thus interrupted, usuallyby grounding the same, the engine is often rendered inoperative so thatthe car cannot be driven under its own power, or the change speedmechanism does not function properly.

It is an object of my invention to provide means for remedying theforegoing dimculties whereby the engine ignition is automaticallyrestored after a predetermined time of interruption regardless of theproper functioning of the transmission control mechanism which isordinarily provided for momentarily interrupting theignition system.

Another object is to provide time control means for restoring the engineto normal functioning in the event that the primary engine interruptingsystem fails to restore the engine to normal functioning.

A further object is to provide means for deflnitely controlling the timeof ignition interruption occasioned by the usual transmission control mechanism so that the time of ignition interruption is fixed andindependent of the time taken to complete a cycle of the primaryignition interrupting means.

Another object is to provide an improved control for anengine ignitionsystem whereby the interruption of the ignition will occur during onlyone direction of shift of a transmission change-speed shifter member,preferably in a direction for down-shift or step-down control, and notin the other direction of shift.

n An additional object is to provide thermoresponsive means operatingunder control of an ignition interrupter switch for automatically re Istoring the ignition to normal operation in the event that theinterrupter switch fails to itself restore the ignition within apredetermined time limit, in conjunction with means operating undercontrol of the interrupter switch for keeping the thermo-responsivemeans energized once it has operated to restore the ignition so that, aslong as the interrupter switch fails to function properly, thethermo-responsive means will not hunt by operating through repeatingcycles of restoring and interrupting the ignition.

Further objects and advantages of my invention will be more apparentfrom the following illustrative embodiment thereof, reference being hadto the accompanying drawings in which:

Fig. 1 is a side elevational view showing the motor vehicle engine andpower transmission.

Fig. 2 is a longitudinal sectional elevational view through the mainclutching mechanism.

Fig: 3 is a similar view through the change speed transmission.

Fig. 4 is a detail enlarged view of the blocker clutch as seen in Fig.3.

Fig. 5 is a sectional plan viewillustrated as a development according toline 5-5 of Fig. 4, the automatic clutching sleeve being released.

Fig. clutching sleeve in its intermediate shift position during thedrive blocking condition.

Fig. 7 is a similar view showing the automatic clutching sleeve in itscoasting relationship from the Fig. 6 showing, the clutching sleevebeing unblocked during coast for its clutching movemediate shiftposition during the coast blocking condition.

Fig. 10 is a diagrammatic view of the control mechanism for theautomatic clutching sleeve, the latter being shown in its releasedposition.

Fig. 11 is a similar view of .a portion of the Fig. 10 control mechanismin another operating position.

While this control may be employed in conjunction with various types andarrangements .of motor vehicle transmissions, in order to illustrate onedriving system the invention is shown in connection with certain salientparts of the aforesaid Neracher et a1. application.

In the drawings A represents the internal combustion engine which drivesthrough fluid coupling B and conventional type of friction main clutch Cto the speed ratio transmission D whence the drive passes from outputshaft 20 to drive the rear vehicle wheels in the usual manner.

6 is a similar view showing the automatic I The engine crankshaft 2|carries the vaned fluid coupling impeller 22 which in the well knownmanner drives the vaned runner 23 whence the drive passes through hub 24to clutch driving member 25. This member then transmits the drive, whenclutch C is engaged as in Fig. 2. through driven member 26 to thetransmission 'driving shaft 21 carrying the main drive pinion the usualtype such that when shaft 21 drives in its usual clockwise direction(looking from front to rear) then clutch E will engage to lock gear 34to countershaft 35 whenever the gear- 34 tends to drive faster than thecountershaft. However, whenever this gear 34 tends to rotate slower thanthe countershaft then clutch E will automatically release whereby shaft21, under certain conditions, may readily drop its speed whilecountershaft 35 continues to revolve.

Countershaft 35 comprises cluster gears 35, 31 and 38 which respectivelyprovide drives in'flrst, third and reverse. Freely rotatable on shaft 20are the first and third driven gears 39 and 40 respectively in constantmesh with countershaft gears 36 and 31. A hub 4| is splined on shaft 20and carries therewith a manually shiftable sleeve 42 adapted to shiftfrom the Fig. 3 neutral position either rearwardly to clutch with teeth43 of gear 39 or else forwardly to clutch with teeth 44 of gear 40.Sleeve 42 is operably connected to shift rail 45 adapted for operationby any suitable means under shifting control of the vehicle driver.

Shaft 20 also carries reverse driven gear 46 fixed thereto. A reverseidler gear 41 is suitably mounted so that when reverse drive is desired,idler 41 is shifted into mesh with gears 38 and 48.

First, third and reverse speed ratio drives and neutral are under manualshift control of the vehicle driver, the main clutch C being released bydepressing pedal 29 in shifting into any one of these drives.

First is obtained by shifting sleeve 42 to clutch with teeth 43, thedrive passing from engine A through fluid coupling B, cluixah C andshaft 21 to pinion 28 thence through gear 34 and clutch E tocountershaft 35. From the countershaft the drive is through gears 36, 39and sleeve 42 to shaft 20.

Third is obtained by shifting sleeve 42 to clutch with teeth 44,-thedrive passing from the engine to the countershaft 35 as before, thencethrough ears 31, 48 and sleeve 42 to shaft 20.

Reverse is obtained by shifting idler into mesh with gears 38, 46,sleeve 42 being in 'neutral, the reverse drive passing from the engineto the countershaft 35 as before, thence through gears 38, 41 and 46 toshaft 20.

Slidably splined on teeth 48 carried by gear 40 is the automaticclutching sleeve F which, under certain conditions, is adapted to shiftforwardly to clutch with teeth 49 carried by pinion I 28 therebypositively clutching shaft 21 directly to gear 40. This sleeve F isadapted to step-up the speed ratio drive from first to second and fromthird to fourth which is a direct drive speed ratio. Control means .isprovided which limits clutching of sleeve F to approximate synchronismwith teeth 49 and also to a condition of engine coast, sleeve F beingprevented from clutching during that condition known as engine drive aswhen the engine is being speeded up under power.

When driving in first, second is obtained by the driver releasing theusual accelerator pedal 50' thereby closing the engine throttle valveand allowing the engine to rapidly coast down. When this occurs, theengine along with shaft 21, pinion 28 and gear 34 all slow down whileshaft 28 along with gears 39 and 36 continue their speeds byaccommodation of clutch E which now overruns. The engine 'slows downuntil teeth 49 are brought to aproximate synchronism with sleeve F whichthereupon'automatically shifts to clutch with teeth 49 resulting in atwo-way drive for second as follows: pinion 28 through sleeve F to gear40 thence through gears 31, 38 and 39 to sleeve 42 and shaft 28, theclutch E overrunnmg.

When driving in third, fourth or direct is obtained just as for secondby driver release of the accelerator edal and resulting shift of sleeveF'to clutch with teeth 49 when these parts are synchronized by reason ofthe engine coasting down from the drive in third. The direct drive is atwo-way drive as follows: pinion 28 through sleeve F to gear 40 .thencedirectly through sleeve 42 to shaft 28, clutch E overrunning as before.

Referring to Figs. 4 to 9 there is shown the blocking means forcontrolling clutching shift of sleeve F so as to limit clutching thereofto engine coasting and synchronous relationship of the clutching parts.Sleeve F is provided with a series of pairs of what may be termed longand short teeth 50, 5| certain of which may be bridged 0r joinedtogether. A blocking ring 52 is provided with blocking teeth 53 whicheither lie in the path of forward shift of teeth 58 or 5| or elsebetween these teeth to allow clutching shift of sleeve F. Thus, blocker52 has, at suitable locations, a drive lug 54 engaged in a slot 55 ofgear 40. The blocker is urged under light energizing pressure of spring56 into constant frictional engagement at 51 with pinion28 so that theblocker tends to rotate with pinion 28 within the limits affordedby thetravel of lug 54 circumferentially in slot 55.

During driving in first and third, the speed of shaft 21 exceeds thespeed-of gear 40 so that, if sleeve F is fully released, the parts willbe positioned as in Fig. 5 wherein the blocker leads the sleeve Fthereby positioning blocker teeth 53 axially in alignment with the shortteeth 5|. If new the sleeve F is urged forwardly it will move to theFig, 6 position of drive blocking and will remain in this blockedposition as long as the engine drives the car in first or third.

If now the driver releases the accelerator pedal so that the engine maycoast down under accommodation of overrunning clutch E, while sleeve Fis urged forwardly, then when pinion 28 is reduced in speed to that ofsleeve F slight further drop in speed of pinion 28 for a fraction of arevolution between the speed of sleeve F will cause blocker 52 to rotateslightly relative to sleeve F until blocker teeth 53 strike the adjacentsides of long teeth 50 as in Fig. '7 thereby limiting further reductionin speed of the blocker relative to sleeve F. At this time the sleeve Fis free to 2,878,908 complete its forward-clutching shift withfteeth 48,as in Fig. 8, the blocker teeth 88 passing between adjacent long andshort teeth 88, 8|. with the sleeve F thus clutched during engine coast,a two-way drive is established in second or fourth depending on whichthe manually shiftable sleeve F was set for first or third just prior tothe clutching shift of sleeve F.

In the event that sleeve F is urged forwardly from its Fig. position ata time when the gear 48 is rotating faster'than pinion 28, then theblocker 82 will lag behind the sleeve and will be blocked by engagementof long teeth 50 with the blocker teeth 88 as shown in Fig. 9. This isreferred to as the coast blocking condition. If now the engine isspeeded up by the driver-depressing the accelerator pedal in the usualmanner, then the engine and blocker 52 rotate forwardly and I blockerteeth 58 move over to the Fig. 6 drive blocking position thereby jumpingthe .gap between teeth 58 and 8 I. This is the primary reason forproviding the long and short teeth whereby sleeve F clutches only fromthe drive blocking condition followed by engine coast which protects theteeth and avoids harsh clutching effects on the passengers andtransmission mechanism. On accelerating the engine from the Fig. 9 coastblocking condition, the engine comes up to a speed limited by engagementof the overrunning clutch E for drive in either flrst or third depend-.ing on the setting of the manually shiftable sleeve 48. Then onreleasing the accelerator pedal the sleeve F will synchronously clutchwith teeth 48 during coast to step-up the drive t either second orfourth as aforesaid.

The transmission is provided with suitable mo tor means for controllingshift or sleeve F along with several control means. Referringparticularly to Figs. 10 and 11, there is illustrated a pressure fluidoperated motor G utilizing air pressure for its operation. Forconvenience this motor is arranged to operate by the "vacuum in theintake manifold system of the engine under control of electromagneticmeans illustrated in the form of 'a solenoid H.

Forward shift of sleeve F is effected, under control of motor G, byreason of a spring 88 fixed at one end and exerting a pull-on lever 88which is connected to sleeve F through the cross-shaft 88 and shifteryoke 8|. Pivoted to the lower end of lever 88 is a follower rod 82guided in a support 83 and in the rubber sealing boot 84 carried bycylinder 88 which contains the diaphragm piston 88 urged in a directionto release sleeve F 'by a spring 81 which is much stronger than spring58. Diaphragm piston 88 is connected to a leader rod 88 which has a rearextension 88 aligned with rod 82.

Rod 88 has a series of detents 18, H and 12,

the latter cooperating with a latch 13 such that when vacuum is admittedto chamber 14 to cause the piston 88 and rod 88 to assume their Fig. 11positions, latch 18 under action of rat-trap spring I! catches on theforward shoulder of detent l2 and holds the parts as in Fig. 11. At thistime rod portion 88 moves further than rod 82 by the amount of gap 18, astop 11 acting on lever 88 limiting forward movement of 'sleeve F byspring 88. r

In order to provide for release of sleeve F, it is desirable to providesome means for momentarily relieving the torque load at the teeth 48 andsleeve 1' and in the present instance I have provided such means as asystem of grounding the primary system whereby the engine ignition maybe momentarily rendered ineffective thereby unloading the torque atsleeve 1' suillciently to insure its release by spring". This ignitioninterrupting system is under control of an interrupter switch II whichis closed by plunger 18 and ball 88 whenever rod 88 moves between theFig. 10 and Fig. 11 positions by reason of the enlarged rod portionbetween detents [8, ll. Detent H is so arranged that, with the parts asin Fig. 11 and sleeve F clutched, rod 88 may move rearwardlysuilicientiy to close gap 18 at the lost-motion between rod portion '88and rod 82, this movement causin switch 18 to close and ground theignition system whereupon spring 81 may then cause further movement ofrod 88 and rod 82 to release sleeve F, the switch I8 then opening bydetent 18 to restore the ignition system.

The vacuum supply to chamber I4 is'under control of electromagnet meansin the form of a solenoid H which comprises an armature plunger 88having valving parts 8|, 82. In Fig. 10 the solenoid H is energizedthereby raising plunger 88 against spring 83 to seat valve 82 and shutoil the vacuum supply to chamber 14 and at-the same time unseat valve 8|so as to vent this chamber tlgrough passage 84, chamber 88 and ventpassage 8 spring 88 lowers plunger 88 thereby seating valve 8| to shutoff vent 88 and open valve 82 as in Fig. 11 thereby opening chamber 14to the engine intake manifold K through passage 84, chamber 88', andpipe 81.

A certain lostmotion is provided between plunger 88 and the inwardlybent finger I8 of latch 18 so that when the plunger moves downwardly thelatch may subsequently catch'at detent 12 when vacuum operates piston88, the parts then remaining in the Fig. 11 position independently ofvacuum in chamber I4 until solenoid H is energized to release the latchand vent chamber. I4.

It is deemed preferable to provide a speed control on the energizationof solenoid H so as to insure automatic release of sleeve F below a pre-88 as the car speed reaches a predetermined point,

the breakaway being under 8| if desired.

The sleeve 88 has a shoulder 82 engaged by the swinging switch piece 88of the governor switch 84. When the car is stationary the detent 8| iscontrol of a detent engaged and switch 84 is closed. As the caraccelerates' the governor eventually reaches its critical speed anddetent 8| releases thereby causing switch 84 to open. As the car slowsdown, the governor spring 85 restores the parts to the Fig. 10' positionand by proportioning the various parts it is obvious that switch 84 maybe made to function at desired speeds proportionate to car travel.

As an example of one arrangement of governor terminal of the usualdistrlbuter of the ignition 16 operation and gearing arrangement, thegovernor may be made to open switch 84 during car acceleration in firstand third respectiv'elyat approximately 7 and 15 M. P. H. (miles perhour), the 4 When the solenoid is de-energized then in. the Fig. 10position showing the switch "on or closed, electrically'connectscontacts 91 and 98. Contacts 91 extends by conductor 99 to ammeter Iandthence by conductor IOI to the usual storage battery I02 and thenceto ground I03. Contact 98 has a conductor I04 extending therefrom to theengine ignition system herein shown in part as comprising coil I05 anddistrib'uter I06 having a primary terminal I01.

A second conductor I08 extends'from contact 99 to the solenoid H andthence by conductor I09 to one terminal of ignitioninterrupter switch19, the other terminal extending by conductor IIO to timer controldevice M. p

- Branching from conductor I09 are two conductors III and H2, the formerextending to governor switch 94 and thence to ground I I3. Conductor H2extends to kickdown switch H4 and, thence to ground H5. The switch H4 isnormally open and is closed preferably by a full depression ofaccelerator pedal 50 acting through linkage Hi. When pedal 50 is thusdepressed, the lever II! which operates the engine throttle valve III ispositioned to fully open the throttle valve, lever I I1 having an upperextension which at such time closes switch II4 to effect a step-down inthe transmission from fourth to third or from second to first.

The governor solenoid circuit is as follows: ground I03 to battery I02thence by conductor IN to ammeter I00 and by conductor 99 to ignitionswitch L. From switch L this circuit extends through conductor I 09 andsolenoid H and thence by conductors I09 and III to switch 94 and ground93.

The kickdown solenoid circuit is thesame as the governor solenoidcircuit to conductor I09 whence this circuit extends by conductor II2 tokickdown switch H4 and ground II5.

The engine ignition circuit is the same as the governor solenoid circuitup to the ignition switch L whence this circuit extends by conductor I04to coil I 05 and distributer I06.

The ignition grounding circuit for rendering the ignition inoperativecomprises a grounding conductor II9 extending from the primary terminalI01 of distributor I06 to a fixed contact I20 which is normally engagedby contact I2I carried at the outer end of a thermo-active bi-metalconductor member I22 which is fixed at its end opposite to the swingingend having contact I2I. A resistance heating element I23 is disposed inthermal association with bi-metal member I22 and is electricallyconnected between conductor H0 and member I22. Resistance I23 isselected so that when current is passed therethrough, according to thecircuit to be described, the bi-metal member I22 will deflect so as tocause contact I2I to snap away from contact I20 in a predetermined time.after closing the interrupter switch 19. While this time may be variedaccording to the operation desired and according to the functioning ofthe particular transmission employed with the thermo-responsivesnap-action type of timer M, I have found in practice that a timeinterval of around one second, for example, is desirable for theillustrated mechanism.

The ignition grounding circuit under control of the normally openinterrupter switch I9 extends from the distributer I06 through conductorH9 to normally closed contacts I20 and I 2| thence through bi-metalmember I22, heater resistance I 23 and conductor I In to interrupterswitch .18. From switch I8 this grounding circuit extends throughconductor I09 and thence to a suitable ground. In the illustratedarrangement this ground is provided either at II5 through conductor H2and kickdown switch H4 or else at II3 through conductor I I I andgovernor switch 94.

In the event that, for any reason, the interrupter switch 18 remainsclosed longer than the normal time required when rod 68 moves in itsstep-down direction from its Fig. 11 to its Fig. 12 position, thenbi-metal member I22 operates automatically to break the ignitiongrounding circuit by reason of contact I2I swinging away from contactI20 whereupon the ignition system is restored to normal operation. Ifdesired, the member I22 may be arranged to act to restore the ignitionin advance of tl-e normal stroke of rod 38. Also, if, when the parts'arein the Fig. 11 position, the solenoid should be energized while sleeve Ffails to release its engagement with teeth 49, then instead of theignition system being rendered inoperative as gap 16 is taken up therebyclosing switch 18 and tending to maintain the ignition systeminoperative, the ignition system is grounded only so long as it takesfor resistance I 23 to heat bi-metal member I22 causing the ignitiongrounding circuit to be broken.

When the contactI2I snaps away from contact I20 to open the terminalswitch M to re- .store the ignition, assuming the interrupter switch 18to remain closed longer than normally desired, my invention provideselectrical means automatically functioning to keep switch M open o longas switch I8 remains closed thereby preventing hunting at switch M byreason of its tendency to go through repeating cycles of opening, whenheater I23 is energized, and closing, when heater I23 cools oil". Incarrying out this feature of my invention I have provided a shunt path,incorporating a resistance I 25 for the flow of ignition current aroundthe switch points I20, I 2|. Thus the resistance I 25 is connected atone end by wire I26 to the ignition end of the heater I23 and at theother end by a wire I 21 leading to switch contact I20 and distributorterminal I01 as a source of ignition current flow. This provides a shuntcircuit path for flow of ignition current as follows: II9, I2'I,. I25,I26, I23, IIO, I0, ,I09 and thence to a ground at H3 or II5. The ohmicvalue of resistance I25 is selected such that it will not function toshort out the ignition system and yet will allow sufilcient current flowto the heater-I23 to maintain switch M energized so that points I20, I2Iwill stay open once they have snapped open and assuming switch I8 toremain closed.

As an example of my invention, in connection with a standard automobilebattery I02 of around 6 volts, the heater I23 may have around 13 ohmsresistance and the resistance I25 a value of around 200 ohms. Obviouslythese values may be widely varied depending on results desired,

available current, type of switches used, and

This is so because a down-shift of the trans- .mission is called for byclosing either of the switches 94 or II4 with accompanying energizationof solenoid H and down-shift movement of member 88 in taking up gap I6,this in turn closing switch I8. It may be well to note that duringup-shift, neither switch 84 or II4 closed so that the ignitionis' 'notinterrupted even though switch I8 is momentarily closed because noground is provided for the ignition current. Therefore when the ignitiongrounding circuit i established then the ignition will will beinterrupted, being restored ordinarily by the timer M or by thecompletion of the downshift stroke of member 58. to the Fig. 1Qposition. The resistance I25 is of'sufliciently high ohmic value that itinsures flow of the ignition current through the path of lesserresistance at IIII, I20, I2I, I22 and I23.

If the switch I8 should stick closed, then the switch M opens by theaction of heater I28 which, ofcourse, breaks the ignition grounding andthe ohmic value of resistance I25 while relatively high is neverthelessnot so high but 'that it will not pass sufficient ignition currentthrough the heater. This operation to keep the device M energized andthe points I20, I2I separated thereby preventing their engagement solong a switch I8 remains closed. 'Hence the ignition system operatesnormally in spite of switch I8 remaining closed. Of course, when switch18 thereafter opens then heater I23 cools down and switch 'M closes butswitch I8 being open, the ignition continues to function norm'ally. I Ihave therefore provided electrical means, including heater I28 andnormally open switch I8, functioning under control of the interrupterswitch such that when the thermo-responsive device operates to open thenormally closed switch I20, I2I, this switch I20, I2I will remain openas long as switch I8 is closed and, of course, assuming that wire I08 isgrounded.

Ordinarily, the thermo-responsive timer which is diagrammaticallyillustrated, is a unit within a casing or housing (indicated by thecircle M) whereby the heat developed by the heater I23 is retained inthe casing in association with the bi-metal element I22. Sucharrangement facilitates the operation of the resistance I25 in ventedand sleeve F disengaged. The driver shifts sleeve 42 to either the highor low range and accelerates the car' ordinarily above the criticalspeed of governor J thereby causing switch 94 to open to break thegovernor solenoid circuit. As vacuum buildsup in the engine intakemanifold K, plunger 80 now being lowered by spring 83 because switch 84is open, piston 86 will be operated by vacuum thereby moving rod 68 toits Fig. 11 latched position. As soon as the driver allows the engine tocoast, sleeve F will engage teeth 49 synchronously, to step-up the driveto either second or fourth although the step-up will be delayed untilengine coast thereby enabling drive in the slower driving ratio of firstorthird as long as desired.

If the car is initially accelerated in first above the governor criticalspeed and the engine allowed to coast, then second will automaticallybecome operative. Then if the driver shifts sleeve 42 forwardly to thehigh range, third will of course be skipped and fourth will be obtainedbecause sleeve F will remain engaged. Ordinarily, especially where thecar is equipped with a fluid coupling B, the sleeve 42 may be left inits high range and all starts and stops made without further shifting.This is possible owing to slippage in the fluid coupling when stoppingthe car for a traflic light and is practicable because the fluidcoupling allowshigh engine torque for favorable car acceleration andbecause governor J directs a downshift on bringing the car to rest. Thusthere is automatically provided a favorable torque-multiplying gearingfor starting, as in third.

Whenever. the car is driving in fourth or second above the governorcritical speed, a full depression .of the accelerator pedal will causethe transmisbleeding suflicient ignition current to the heater I23 tomaintain it in open position as aforesaid, while preventing undesireddisabling of the ignition system when switch I8 is stuck closed.

In the aforesaid Neracher et al. application there is set forth certaincircumstances under which the transmission becomes locked-up with sleeveF and 42 clutched and under torque load and with gap I6 taken up .so asto render .the engine ignition inoperative. vention the ignitionsystemis automatically re- "stored under such conditions making it pos- Withmy insible for the engine to operate and unload the teeth of sleeve F sothat the same may then be released by spring 5'I there by-. openingswitch I8 and restoring the'system to normal operation.

In the operation of themechanism, the car at standstill and with theignition switch L closed and the engine idling will cause the solenoid Hto be energized as in Fig. 10 because governor switch 84 is closedthereby establish-' his the governor solenoid circuit.

Cylinder I4 is sion to step-down to third or first, the transmissionstep-up back to fourth or second taking place on release of theaccelerator pedal with attendant synchronization of sleeve F with teeth48.

When the accelerator pedal is fully depressed for the kickdown, switchII4 closes thereby energizing the kickdown solenoid circuit and causingsolenoid H to raise plunger and release latch I3 thereby venting chamberI4. At this time the sleeve F is under driving torque from the engineoperating under wide open throttle. However, when latch I2 is' released,spring 8! operates rod 88 rearwardly sufficiently to close gap 16thereby closing the interrupter switch I8 and causing the ignitiongrounding circuit to ground the engine ignition system. This relievesthe torque at sleeve F and spring 61 operates to release the sleevewhereupon the ignition is .restored at detent l0, and the engine quicklyspeeds up to engage overrunning clutch E for establishing the third orfirst driving ratio depending on the setting of sleeve 42 prior to thekickdown operation.

On bringing the car to a stop when sleeve F is clutched as in fourth forexample, the governor J opens governor switch 94 so as to de-energizesolenoid H, vent chamber I4 and cause-release of sleeve F so that thecar will be started in third, assuming the manual sleeve 42 to beleft'in its forward high range shift position.

If the sleeve F should not release when gap I6 If desired, therelationship of heating resistance element I23 and bi-metal member I22may be such that contact |2| moves away from contact I20 ahead of thenormal restoring operation of switch 18 to its open position when rod 68moves between its Fig. 10 and Fig. 11 positions.

I claim:

1. In a control for an ignition system of an internal combustion engine;a grounding circuit for momentarily disabling said ignition system andincluding a normally open switch and a normally closed switch; saidswitches being arranged in series with each other in said groundingcircuit; said normally open switch being adapted for successive closingand opening movements whereby to effect said momentary disabling of saidignition system; heat-responsive means for opening said normally closedswitch; heating means for said heat-responsive means energized byclosure of said normally open switch; and electrical circuit means,including said heating means, operating to maintain said heat-responsivemeans energized and therefore said normally closed switch open as longas said normally open switch remains closed.

2. In a control for an ignition system of an internal combustion engine;a grounding circuit for momentarily disabling said ignition system andincluding a normally open switch and a normally closed switch; saidswitches being arranged in series with each other in said groundingcircuit; said normally open switch being adapted for successive closingand opening movements whereby to effect said momentary disabling of saidignition system; heat-responsive means for opening said normally closedswitch; heating means for said heat-responsive means energized by closure of said normally open switch; and electrical circuit means,including said heating means, automatically acting in response tofailure of said normally open switch to open after it has closed asaforesaid, to maintain said heat-responsive means -energized therebyserving to prevent grounding of said ignition circuit by reason of saidnormally open switch being maintained closed.

3. In a control according to claim 1; said electrical circuit meanscomprising a resistance shunted around said normally closed switch, saidresistance being of such ohmic value as to prevent undesired disablingof said ignition system when said normally open switch is closed andsaid normally closed switch is open while allowing sufllcient flow ofignition current to said heating means so as to maintain said normallyclosed switch open a aforesaid.

4. In a control according to claim 2; said electrical circuit meanscomprising a resistance shunted around said normally closed switch, saidresistance being of such ohmic value as to prevent undesired disablingof said ignition system when said normally open switch is closed andsaid normally closed switch is open while allowing suincient flow ofignition current to said heating means so as to maintain said normallyclosed switch open as aforesaid.

5. In a control for an ignition system of an internal combustion engine;a variable speed transmission adapted to be driven by said engine andhaving an element operably associated therewith for shift whereby toalter the drive setting of said transmission; a shifter member adaptedto control shift of saidshiftable element; a grounding circuit formomentarily disabling said ignition system thereby to facilitate saidshift of said shiftable element, including a normally open switchoperably associated with said shifter member and a normally closedswitch, lost-motion means operably connecting said shifter member withsaid shiftable element such that in preparation for effectinganalteration in the drive setting of said transmission said shiftermember has an initial shift movement independent of shift of saidshiftable element thereby to effect closure of said normally open switchand establishment of said grounding circuit; means responsive to saidinitial shift movement, of said shifter member for closing said normallyopen switch; heatresponsive means interposed in said grounding circuitfor opening said normally closed switch within a predetermined timesubsequently to closure of said normally open switch; heating means forsaid heat-responsive means energized by closure of said normally openswitch; and electrical circuit, means, including said heating means,operating to maintain said heat-responsive means energized and thereforesaid normally closed switch open as long as said normally open switchremains closed.

6. In a control for an ignition system of an internal combustion engine;a variable speed transmission adapted to be driven by said engine andhaving an element operably associated therewith for shift whereby toalter the drive setting of said transmission; a shifter member adaptedto control shift of said shiftable element; a grounding circuit formomentarily disabling said ignition system thereby to facilitate saidshift of said shiftable element, including a normally open switchoperably associated with said shifter mem ber and a normally closedswitch, lost-motion means operably connecting said shifter member withsaid shiftable element such that in preparation for effecting analteration in the drive setting of said transmission said shifter memberhas an initial shift movement independent of shift of said shiftableelement thereby to effect closure of said normally open switch andestablishment of said grounding circuit; means responsive to saidinitial shift movement of said shifter member for closing said normallyopen switch; heat-responsive means interposed in said grounding circuitfor opening said normally closed switch within a predetermined time subsequently to closure of said normally open switch; heating means forsaid heat-responsive means energized by closure of said normally openswitch; and electrical circuit means, including said heating means,automatically acting in respouse to failure of said normally open switchto open after it has closed as aforesaid, to maintain saidheat-responsive means energized thereby serving to prevent grounding ofsaid ignition circuit by reason of said normally open switch beingmaintained closed.

7. In a control according to claim 5; said electrical circuit meanscomprising a resistance shunted around said normally closed switch, saidresistance being of such ohmic value as to prevent undesired disablingof said ignition system when said normally open switch is closed andsaid normally closed switch is open while allowing sufficient flow ofignition current to said heating means so as to maintain said normallyclosed switch open as aforesaid.

8. In acontrol according to claim 6; said electrical circuit meanscomprising a resistance shunted around said normally closed switch, saidresistance being of such ohmic value as to prevent undesired disablingof said ignition system when said normally open switch is closed and tgine provided with an ignition system; transmission means comprisingchange speed mechanism adapted as manipulation to change the vehiclespeed ratio drive; switch means; means for operating said switch means;an interrupter switch operable to'opened and closed positionsindependently of operation of said switch means; grounding circuit meansincluding said switch means.

and said interrupter switch in series with each other for rendering saidignition system inoperative;- means operable to effect said manipulationof said transmission means; means fomperating said interrupter switchfrom an open position thereof to a closed position thereof as anincident to operation of said transmission manipulating means forestablishing said circuit means when said switch means is closed;thermo-responsive switch fineans interposed in said grounding circuitmeans and operable from a closed position.

thereof to an open position thereof to open said switch incapable ofell'ecting said disabling of said ignition system; heating means forsaid heat-responsive means energized by operation of said one switch;and electrical circuit means operating to maintain saidjheating meansen-' ergized and therefore said heat-responsive means operated asaforesaid in the event that said one switch falls under said normalcondition to operate to restore the ignition system to normal operation.

12. In' a control for an ignition system of an internal combustionengine; normally open switch means; a grounding circuit for momentarilydisabling said ignition system and including at least a, part of saidnormally open switch means and a normally closed switch;

said normally closed switch and at least said part of said normally openswitch means being arranged in series with each other in said groundingcircuit; said normally open switch means being adapted for successiveclosing and opening movements whereby to effect said mogrounding circuitmeans with said interrupter switch in its said closed position and saidswitch means closed; and electrical circuit meansautomatically operatingafter said interrupter switch has been operated to, and maintained for apredetermined time interval in, its said closed position for maintainingsaid thermo-responsive switch means in its said open position as long assaid switch means and said. interrupter switch remain closed.

10. In a drive for a motor vehicle having an engineprovided with anignition system; transmission mean comprising change speed mechanismadapted for manipulation to change the vehicle speed ratiodrive; switchmeans; means for operating said switch means; an interrupter switchoperable to opened andclosed positions independently of operation ofsaid switch means;

grounding circuit means including said switch mean and said interrupterswitch in series with each other for rendering said ignition systeminoperative; means operable to, effect said manipulation of saidtransmission means; means for operating said interrupter switch from anopen position thereof to a closed position thereof as an incident tooperationof said transmission manipulating meansfor establishing saidcircuit means when said switch means is closed;

thermo-responsive switch means interposed in said grounding circuitmeans and operable from a closed position thereof to an open positionthereof to open said grounding circuit means with said interrupterswitch in. its said closed position and said switch means closed; aresistance; and electrical circuit means including said resistance, saidinterrupter switch, and said switch means, operating to maintain saidthermo-responsive switch means in its open position as long as saidswitch means and said interrupter switch remain closed.

11. In a control for an ignition system of an internal combustionengine; electrically operating means for momentarily disabling saidignition system including a pair of series-arranged switches; one ofsaid switches being adapted under normal conditions for successiveopening and closing operations thereby to effect said momentarydisabling of said ignition system; heat-responsive means the other ofsaid switches as to render said one I internal combustion engine;

mentary disabling of said ignition system; heatresponsive means foropening said normally closed switch; heating means for saidheat-responsive means energized by closure vof said normally open switchmeans; and'electrical circuit means, including said heating means,operating to maintain said heat-responsive means energized and thereforesaid normally closed switch open as long as said normally open switchmeans remains ,closed.

13. In a control for an ignition system of an normally open switchmeans; a grounding circuit for momentarily disabling said ignition ystemand including at least a part of said normally open switch means and anormally closed switch; said noradapted for successive closing andopening for so operating electrical circuit means movements whereby toeffect said momentary disabling of said ignition system; heat-respon--sive means for opening said normally closed. switch; heating means forsaid heat-responsive means energized by closure of said normally open.switch means; and electrical circuit means, including said heatingmeans, automatically acting in response to failure of said normally openswitch means to open after it has closed as aforesaid, to maintain saidheat-responsive means energize thereby serving to prevent grounding ofsaid ignition circuit by reason of said normally open switch means beingmaintained closed.

14. In a control for an ignition system of an internal combustionengine; electrically operating mean for momentarily disabling saidignition system including two switch means at least a part of one beingarranged in series with the other; said one of said switch means beingadapted under normal conditions for successive opening andclosingoperations thereby to effect said momentary disabling of saidignition system; heat-responsive means for so operating the other ofsaid switch means as to'render said one switch means incapable ofefiecting said disabling of said ignition'system; heating means 4 byoperation of said one switch means; and operating to maintain saidheating means energized and therefore said heat-responsive meansoperated as aforesaid in for said heat-responsive means energized theevent that said one switch means fails under said normal conditions tooperate to restore the ignition system' to normal operation.'

15. In a drive for a motor vehicle having an engine; transmissionmechanism operable to provide a drive from the engine to the vehicle.said mechanism-including positively engageable drive-control elementscooperable for relative engagement therebetween to establish said driveand for relativedisengagement to release said drive, said elements whenrelatively engaged being subject to thrust-transmission therebetweenduring said drive so a to resist relative disengagement thereof torelease said drive until said thrust-transmission is relieved; anignition system for said engine adapted tobe interrupted to relieve saidthrust-transmission; thrust-trans mitting means operable to urgerelative disengagement of said elements as aforesaid; grounding circuitmeans adapted, when completed; to ground said ignition system by causingcurrent flow from said ignition system to ground,

thereby eii'ecting said interruption; control means operable to effectcompletion of said grounding circuit means so as to accommodate relativedisengagement of said elements by said thrust-transmitting means,normally automatically followed by opening of said grounding circuitmeans within a predetermined time interval in response to relativedisengaging movement of said element thereby to effect restoration ofsaid ignition system to normal operation; means responsive to said flowof current. through said grounding circuit means beyond saidpredetermined time interval for efiecting opening of said groundingcircuit means thereby to effect restoration of said ignition system tooperation upon failure of said control means to open said groundingcircuit means and means for thereafter holding open said groundingcircuit means to maintain the operative condition .of the ignitionsystem.

VICTOR E. MATULAI'I'IS.

